Transmission system.



J. SGHLIG. TRANSMISSION SYSTEM. urmouron FILED um. 20, 1901;.

Patented Aug. 10,1909.

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J. SUHLIG. TRANSMISSION SYSTEM. APPLIOATIQN FILED JAN. 20, 1908.

' I Patented Aug. 10,1909.

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r J. SOHLIG.

TRANSMiSSION SYSTEM.

9.v APPLICATION FILED JAN. 20, 1908. Patented Aug. 10

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JOHN SGHLIG, OF CHICAGO, ILLINOIS.

TRANSMISSION SYSTEM.

Specification of Letters Patent.

Patented Aug. 10, 1909.

Application filed Janiiary 20, 1908. Serial No. 411,691.

to the accompanying. drawings, forming a part of this specification.

My invention relates to transmission systems and controlling mechanismtherefor, and my invention is particularly adaptable in the automobilefield.

In my co-pendingt-application, Serial No. 352,+t(30, filed Janu ry 15,1907, I have shown and described transmission system in which there isdirect gearing connection between the engine shaft and the \axle, thegears being always in mesh and provided with clutching mechanism so thatthe driving shaft can be connected to cause three speeds ahead and onereverse. Clutch-controlling lever mechanism is also shown for puttinginto condition the various clutch mechanisms.

My present invention may be considered as an improvement over theinvention dis- .;losed in this referred to application, the objectbeingto secure greater compactness, greater simplicity and more efiicientopera-- tion.

I have shown my invention in the accompa ying drawings, in whichl igaire1 is a plan view of'the transmission system. the top halfof theinc-losing casing being renmved and parts of the gearing mechanism.being shown in section; Fig. 2 is a view partly in section showing theconnection of the driving wheels with the axle which is driven by thetransmission s stem; Fig. 3 is a sectional view taken on plane 3 3, Fig.1; and Fi is a pcrspcctive view showing" the clutch mechanismcontrolling lever system.

1 and 2 represent the two parts of the driving axle. A beveled gear 3 ismounted on the squared inner end 4-. of the axle sec tion 1, and abeveled gear 5'is mount-ed on the squared inner end 6 of the axlesection 2. These beveledgears form part of a differential system and areinclosed by the housing 7 f om' which extends to the left a sleeve 8encircling the shaft section 'l and whose end journals in a ball bearing9. The hub 10 ot the beveled gear 3 bears in the right end of thissleeve as shown. 'ihe right side 11 of the differential casin is boltedto the main housing 7 and extending therefrom toward the left is thesleeve 12 whose right end journalsin the ball bearing 13 and whose innerend forms a bearing for the hub-14 of the beveled gear 5. Mounted onshafts 15'and lti'extcnding inwardly from the housing 7 are theintermediate differential 'pn'nons 17 and 18 meshing wlth the mam gears3 and 5.

My entire transmission system is inclosed in a housing comprising upperand lower similar halves which are bolted together. The part of thehousing for the mechanism thus far described is cylindrical and concentric with the axle and comprises the cylindrical body part 19 formedof upper and lower similar halves and the end sections 20 and 21. Theball bearing 9 rests in a. cylindrical pocket 22 formed in the left endof the-housing 19, while the ball bearing 1-3 rests in th cylindricalpocket 23 formed in the right end of the housing 19. Extending from theleft wall '21 is the hub 24 in which is secured the end of a tube 25.From the right wall 20 extends the hub 26 in which is I, H

The right end of this tube 27 is shown in Fig. 2 and secured the leftend of a. tube 27.

terminates in a reduced section 28 to leave a shoulder 29 and the endsection, 28 is threadedfor receiving the nuts 30. A' ball bearing-i1surrounds the section 28 and engages against shoulder 29, anda bullhearing 32 surrounds the end of the section 28. and between these ballbearings is clamped the supporting huh sections 31% and 34 be-- tweenwhich are-bolted the spokes 3;) forming part of the vehicle wheel. Thenuts 30 being drawn up. the. wheel is iirmly secured in place about theend section 28 and turns freely on lho ball bearings 3i and 32. Theshaft section 2 extends centrally through the tubes 27 and 28, itssquare end 36 being engaged by a clutch collar 37 which on its inner endhas teeth for cl'igagingand locking with teeth 32) cxtemling from thehub section 33.. the axle section 2 is transmittml to. the wheel. A cap40 has threaded engagement with-the hub section 533 and holds the clutchcollard? in locking engagement with the hub scctioi' 32. Upon removal'otthis can 40 the entire axle section 2 may be withdrawn. Formed on thehub section 2-H is'a brake rim 41 and mounted on the tube 27 the brakestrap In this; manneri'otatioirof rivim ninion 54 and which when 1Sn'ioved forwardly, engage with l1 ieoih extending rearwardly fromholding frame fl-EZ, While just within the brak ng inechanlsm is shownspring hiocl: on \i 110i the "vehicle springs rest a (l are secured. Theleft vehicle Wheel clutch :l Ting pinion 5S. rliilrornate clutch teethon -i'qche end of axle section 1. in exactly the (he sleeve and thedriving pinions are {name manner as shown in Fi The shorter so iha theteeth will quickly coine sections are thus ei'iitirely in -0 weigliiinto clutching engagement upon movementv and serve only as a, mean r311transmiinng of film e hsleeve. The driving" shaft 47 rotation to theWheels, the strains clue to lih. is (lri in one direction: and norweightof the vehicle l the mall $11; 51' 51g pinions 54. and 58 are dis- 24,26, and the inclosing l on 1 lieveledigearing surface 46. "bf this maingear will differential housing and. then male axle sections ihrongh the.,-;fr0nt enti is journaled ii h The leallfbearinp; elS rents poelzet 51lawer similar halves arlanlecl in l:

mill Hie hearing 48 glrii ing pinion 5 5: wh'

" the clinker; el :9

'leeiiial \norefroni. When (he dutch n is 5314: red rearwardly thedriving shall meil in driving relation with pinion .e inain gear, andwhen the clutchis shoved forwardly the driving shaft 1 i'wci'exi indriving relation will] the *3 and (he inain gear, these pinions insindepomlenily adapted for (lrivr n with i'he driving shaft. The '7pinion 5% being confined between lkl and (he ahonldor ma. is

Structure comp 'ising the in Polti ecl to the din main driving gear Ibeveled gearing sax l ihllv earing; mechanism iilxicendmg forwa'ri'liyin? mnirih sloovr and always maintains poi M11 3" sl'elaiiion wiih lhemain groari nciion anrl arangenient just do lee me 10 l)1illf" thedriving pinan :i vlhor and close to the axle so lianieier of the maingear can he inn-hilly rmiuowh lhnr; greatly in ihr: clearanw hotwern themain gear iliiaa si on the o linilrira (lill'erenlIial H a rroinlarylil'iVllhL: gear 73 fihave axlrnrl ehil'uh teeth 4 in a pocket 59 formedin the inclosing l n i'zndiiheloearings 49 rest in a eylim 0 med at ihefront inciosing housing- 52- roinnoeecl f flher; The enrl l? is ofrerlac ameter to leave a, shonhlernil hr,

g-ezugi'he with rhiiuh lveth 5 biisilii'ig 55, ilHiW Itl": oi the maingear this driving i' iiv and of (he gear hub is moiinted 0n the (hi 7 Inthis; groove engage gaging the hair anfil. furl-L frame 78 supported 17i whirli seminal in i all i'lllh shall; ournal Cation oit'ei i5 sleere'wini but allowing longil'mlinal the sleeve and H2 Formed in theJonrhaleri on iilifi rho inrjosing (ilH' ion 58 which llW ml lo-theshaft h0- snrfao 4 her-1i; shown in i of this shah the arise thefieconrlary gear nl out of clutching enii'iih if nain gen: and(liflcreir oil to the upper end of re the transmission system ing' arm83 whose conrh controlling lever laier. driving gear in always in e. a fon gea- R I which is on. he xi snaii H5 secured to and iwardiy from theright. wall of this transmission gear a: :analler transmission ingfinionll ei'l r. huh if is i-ieour i. in ihe hall hearing 61 l; the Hat 62erg" Wei), a her bearing 61 re thii wela or w hag; halves, and. l

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umnlary whoiie groove extendin from i which in in of the Enclosing hen"of the elnleh si e which *wliei s engragni with enrich the": and r ihaft88 secured to;

' inwarlly from the right wall- @mii iifljthe s 3:222. l1 nehl rigidlyand in perfect; gearing N .eng'me'rilnvin shaft, 47 V mlh thigearingsurfare H3. The IJSQGHIIWJlQdHI the in ii he 4.8 and r. s hel l illli hrthe lmarin g (3i .Hlil

ed on he hub 87 which eat n of the main housing. At the inner end ofthis halo the beveled gear 89 which is always in mesh with drivingpinions' 90 and pivoted on the driving shaft. The Zion 510 is confinedbetween the collars 92 1 $152 on the driving shaft, and. the pinion i'-=rontued between collars 94; and 95 on driving shaft. Between. thepinions is eluteh sleeve 96 which, by yirtue of key .v st rotate withthe driving shaft but is free for hnigitmlinal movement thereon.

' the rear end of this sleeve are clutch ill .18 for ei'igaging withclutch teeth 99 on pinion $10. and at the front end of the .th si'v'ieveare, clateli teeth 100 for engaging with clinch teeth 1111 on the,pinion 91. Thus,

' Wl'lilil the clutch sleeveis n'ioved remrwardly I he. driving shaft isconnected in driving rewith the secondary gear and The driving shaftrotates in the on of'the arrow. and pinions 54 and when rlntrhr-d to thedriving shaftwll cause foiwvai'd rotation of the axle and vehicle. ifthe pinion 91. is clutched to the driving aft the axle will he drivenforward with slow speed. while if the pinion 5;? an clutched to thedriving shaft the axle will he driven in reverse direction with slowspeed. For sliding the clutch sleeve .16 a 51' if V formediu the sleeveand connected with 9 clutch t =74 -1 which encircles the clutch i iithe. vehicle can he driven with three di'lifercnt speeds and in re onwith slow speed.

l have shown a t'tlllll' illlll l lever n hv m ans of which the variousclutch controlled and locked. The

arm a.) hr-'oic reterred to. which connects w th the fort: frame itscontrolling the-sergran connects through a ii-ndarv oriv: w'l. 1i 5 witha ed at its li'nver end to some part of the W de name. a .-=pring itnormally tending hold this tool le' 1' in a rearward posilion so thatnormally the fork frame Th is .-;wiiiig to hold the secondary gear fromrlutrhingrelation with the main Qtfll'..ill0 teeth of this gear.however, still remaining in mesh with the ransniiission gear 84. ll'heiithis foot lever is swung forwardly the she H0 is turned and the forkframe to naive the secondary driving gear v tcl g clutch rod (39 at itsfront end has ivmal ronnert on -with the end of an arm 'E'ZlH which issecured toa horizontal rod 109.

ation with the pinion 90 and through the.

ariving vlnvft will be connected in driving re a on with the pin1on91and through the frame 102 engages in the groove 103' .nol lever loosuitahly p votengagement with the main.

T his connection may he made as shown, the arm 108 terminating in a fork110 whose ends engage between two sets of pins 111, 112 through the rod69. so that upon rotation of the rod 109 the rod (39 will he movedloi'igitudinally, The end of clutch rod or 7 tube 10% has pivotalconnection with the end of arm 113 seci'ired to the end of a horizontaltulle-11 k sin'rounding the rod 10!). This conneetion may be hy means ofa link 115 ronnecting with arm 1 1.1- and pivoted to the ('ollar 1.16 atthe end of tuhe 104-. otatioi'i of tuhc 11-4. therefore, will causelongitudinal movement of tuhe 104. Secured to and extending upwardlyfrom the other end of rod 109 is a lever 117 and secured to and GKtending u nvarilly from the other end of tuhe 114-is the lever 118.Pivot'ed to the rod 109 to swing between the levers 117 and 118 is themain controlling lever 11$). 1n the vehicle fioor is a locking plate 120havihg two longitudinal slots 1121, 122 and a central transverse slot12?) connecting the longitudinal slots to leave locking tongues 124 and125. The main controlling lever 11$) non mally extends through thetransverse slot to be locked between the tongues 121, 125. Lever 117extends through vslot 121 and lever llSe vtends through slot 122.

Secured to the upper end of lever 117 is spring plate 126 whose sidesare hunt over to form a locking groove. 127. Secured to the upper end oflever 118-is a spring plate 128 whose sides are bent over to form aU-shaped, locking groove 12$. The upper end of spring plate 126 normallyengages in the end of transverse slot 123' to he locked hotween. thetongues 12+ and 125, while spring frame 128 normally engages in the endof this transverse groove to he aisiv locked between theloeking'tongues. Thus. normally all the levers are locked. These withthe main gear and then the main lever is moved toward the left to engagein locklug groove 1211audtomovelhespringfranic 128 out oflhc transverseslot and into the. iongitiulinal slot 122, the main lever also enteringthis slot, whereupon the niain lever is given a rearward rotation to therear end of slot 122 to carry with it the spring frame 128 and lever118, thereby causing rotation of sleeve 1 11-. This rotation istransferred through arm 11: and link 11'?) to tube 104-, which tube ismoved to carry'the clutch sleeve 96, engaged hy. fork 102, intoclutching engagen'ient with driving pinion 91, and the rotationtransferred tln'ough the various transmission gears to the secondarytravel in a reverse direeiion, the main lever shatt.

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after having been moved sidewisc into slot 122 is rotated forwardly andtube IO-l will start the .clricle'on tle sccrnd speed and the main leveris first 1' oveil toward the right to release itself and e le: or it?from the locking slot 123. wher upon the main .lever is' rotated towardt ice to cause rotation ot rod Hill and l: .var .novemcnt ot rod ill tomove the clutch sleeve at} to connect. driving pinion iltw with the(ll'lV'illg 'lo i'lll't)\\'.llt the higher speed the main lever shouldhe rotated il'orwardly to cause rearward movement o't' rod t3! and connection oi" driving pinion :"i-l with the driving shalt. With thisarrangement it is impi'issihle for any contlicts to occur het'wecn thevarious driving gears. li the main lever is in slot 121 to connect ineither (it the pinionsfil or as. it is impossible for pinions SH) or .Hto hecome connected with the drivin;- sha t't as lever res is locked inits normal position. It will he impossible, after havingclutched ineither of pinions Si: or 58, to clutch in either of pinions 90 or 91unless the main lever is brought back from slot 121 into the lockingslot and then into slot lzblhut when the main lever is thus brought hacklever ll? must fall and hecome locked in its neutral position in whichthe p'ii ions .1! and 58 will he uncoupled from the driving' shalt. inother words. it is impossible for any driving pinion to he connected intor service without first; causing disconnection ot al other driving;pinions. This being the fact. the secondary gear may he clutched in at.any time upon movement: ol toot,- lever 1th; without causing; conili'ct.Supposing this gear were clutched inv and the main lovcr moved toconnect in either gear ill or as; upon rotation of the main gear theondar gear would. oi course, rotate with ll. the various transmissiongears secand. and

the pinions 9t) and ill, hut these pinions 90 and 91 are disconnectedfrom the driving shaft as the clutch sleeve between them is lock d inits normal: Jlfi i lfl o ltiHf) of? lever 118 in its normal position.The secondary gear could, in tact, he rigidly connected to the main gearwithout causing intcrference in my systen'i, but, thevarioustransmission pinions would then have to rotate idly and he subject to agreat deal of nnnccessary Wear besides beingapt to cause noise. The clarching meagi s are. rovided to disconnei; the pinions cent theirmntinnous operation. Under average conditions of operation and r thegqeater part'of the travel of the vehicle only the second. and highspeeds are used, and these are under the control of a. singleilever.

When the o'fife) halves of? inclosing housing are bolted together thehousing can he filled 'itih oil and all the bearing surfacescontinuously well lubricated.

I do not wish to be limited to the details of construction as' .I haveshown and. dcscrihed them, as changes and modifications are possihlewhich will still comewithin the scope (it my invention.

l desire to v ecure the 't'ollowingg' claims by lie i'crs latenti 1. Ina tran. -ani.- ion svsteni ot' the class descrihed. the coinhination oian axle to he drivein'a main drivinc' gear secured to the axle. asecondanv driving gearconcentric with the axle and normallyoutv oldriving relation therewith. a drive shatt continn ouslv driven in onedirection, forward drive. pinions on said drive. shaft meshing with themain gear. forward and reverse drive pinion mechanism on the driveshaft, transmission geaiing connecting); the forward and reverse drivepinion mechanism with the secondary driving gear and always in meshtherewith. clutch mechanism tor controlling the connection ot' the drivepinions with the drive shat: to cause ditl'erentspeeds of torwardrotation of the main gear, clutch mechanism controllingthe connection ofthe torward and reverse drive pinions with the drive shaft to causeeither forward or revcrse rotation of the secondary gear, a. commoninanuall v-operative lever for controlling said clutch mechanisms,additional clutch nwchanism controlling the connection oi" the seeondarvgear in driving rclati r with the axle. and lnot lever uua-hanism icontrolling said additional mechanism.

2. in a :ransmission- .systcm of the class dcscrihcd. the comhination atan axle to he driven. a main drive ear secured to the axle. a siw-ondarvdrive ,nrmir concentric with the axle and adapted to." \t-lutching eng.ment with the main drive gear, a drive shaft. continuously driven inone. direction, forward drive pinions on said shatt one" gin: the maindrive gear, a reverse drive pinion on said shatt. transmission gearingalways 1 in mesh with said reverse drive pinion and said somaniar drivegear. and means for causing 'hodily movement. of tJie'st-ion ai'y drivegear into'clutehing en emont with the main drive gear, wherclr rotationof said secondary drive gear will be transmitted to the axle.

3. In a transmission system of the class described. the conihinatinn ofan to be driven, a. main drive gear secured to the axc. a secondarydrive gear concentric with t. axle. and adapted for clutchingengagement. with the main drive. gear, a drive. shaft eoi tinnotislydriven in one direction, forward (lrivcpnnons on said shaft engaging themain drive. gear, a. reversedrivo pinion on said shaft, transmission.gearing always in mesh with said reverse drive piniona and lift saidsecondarvdrive gear, elnteh mechanism for controlling the connection ofthe reverse drive piiiionavith the sh 1 .1"! and foot operable {M63119tor causing movement oi the seoondarvdrive gear into clutchingengageinenl with the main drive gear, whereby rotation of said secondarydriv gear will he transn'iittetl to theaxle,

4'. In transmission system, ot the class described, the combination ofan axle to be driven, a main driving'gear seenrevl to the 'axle. asecondary (lrive geas adjacent the. main gear and; avlaptetl for(lireeiclutching engagement therewith, a clrin ing shalt at might anglesto the axle. driving pinions on said driving shaft having connectionwith the main driving gear, rlntehing' means for connecting said drivingpinions in driving gear, clutching means for clutching the reversepinion in drivingrelation with the driving shatt. and additionalclutching i means for bodily moving the seoondaryjdriving gear intoclutching engagement with the main driving gear. H

Ln testimony whereof, I hereunto subscribe my name this 13th day ofJanuary A. D. 1908.

JOHN sonnioi Wi tnesses 2 CHARLES J. Sol-mum, (Jimonon F. l-hGHAMEY

